Operating Instructions INTORQ BFK 458−LL

Electromagnetically released spring−applied brake

j
setting the standard

www.intorq.de
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This documentation applies to ...

Single version Double version

INTORQ BFK458−06 
INTORQ BFK458−08 
INTORQ BFK458−10 
INTORQ BFK458−12 
INTORQ BFK458−14 
INTORQ BFK458−16 
INTORQ BFK458−18 
INTORQ BFK458−20 
INTORQ BFK458−25 

Product key

Product key INTORQ B FK LLL − LL L

Legend for the product key INTORQ BFK458

 Product group Braking
 Product family Spring−applied brake
 Type 458
 Size 06, 08, 10, 12, 14, 16, 18, 20, 25
 Design E − adjustable (brake torque can be reduced via adjuster nut)
N − not adjustable
Not coded: Supply voltage, hub bore, options

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Nameplate
Field Content Example
1 Manufacturer CE marking
j D − AERZEN 
2 Brake type BFK458−25E
3 Rated voltage Rated power Hub diameter 180V DC 110W 38H7
4 Type no. Rated torque Date of manufacture No.: 15049627 350NM 01.03.05

Packaging sticker
Field Content Example
1 Manufacturer Barcode no.
j D − AERZEN
2 Designation Type no. Type: BFK458−25E No. 15049627
3 Type see product key Rated torque Qty. per box
SPRING−APPLIED BRAKE 350NM 1 pcs.
4 Rated voltage / rated power Date of packaging 180V DC 110W 010305
5 Addition / CE mark Keep friction surface of anti−rust packaging free of grease 

Document history

Material number Version Description

405520 1.0 08/1998 TD09 Initial edition for series
405520 1.1 05/2000 TD09 Address revision
Changed values of brake torques in Tab. 1 and Tab. 3
Supplementation of Tab. 4, "operating times"
460730 2.0 11/2002 TD09 All chapters: Completely revised
Change of company name
Changed values of brake torques
Amendment of drawings, Fig. 12, Fig. 13, Fig. 15, Fig. 16 and Fig. 17
New: Chapter 7.4 "Spare parts list for double spring−operated brake"
13040626 2.1 02/2005 TD09 Change of company name to INTORQ
13284675 3.0 01/2009 TD09 Change of tightening torques
Supplementation of Tab. 5
Revision of chapter 3.6
Supplementation of chapter 7.1 and 7.2
0Fig. 0Tab. 0

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i Contents

1 Preface and general information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1.1 About these Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2 Terminology used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.3 Scope of supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.4 Disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.5 Drive systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.6 Legal regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2 Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.1 General safety information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2 Personnel responsible for safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.3 Notes used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.1 Product description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.2 Brake torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.3 Rated data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.4 Operating times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.5 Operating frequency / friction work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.6 Emission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4 Mechanical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.1 Necessary tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2 Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.3 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
5 Electrical installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
5.1 Bridge/half−wave rectifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
5.2 Electrical connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6 Commissioning and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6.1 Functional test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
6.2 Reducing the brake torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
6.3 During operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
7 Maintenance/repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
7.1 Wear of spring−applied brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
7.2 Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
7.3 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
7.4 Spare−parts list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
7.5 Spare parts order ................................................ 48
8 Troubleshooting and fault elimination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

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1 Preface and general information i

1 Preface and general information

1.1 About these Operating Instructions

| These Operating Instructions will help you to work safely on and with the
spring−applied brake with electromagnetic release. They contain safety instructions
that must be followed.
| All persons working on or with the electromagnetically released spring−applied brakes
must have the Operating Instructions available and observe the information and notes
relevant for them.
| The Operating Instructions must always be in a complete and perfectly readable
condition.

1.2 Terminology used

Term In the following text used for

Spring−applied brake Spring−applied brake with electromagnetic release
Drive system Drive systems with spring−applied brakes and other drive components

1.3 Scope of supply

| The drive systems are combined individually according to a modular design. The scope
of delivery is indicated in the accompanying papers.
| After receipt of the delivery, check immediately whether it corresponds to the
accompanying papers. INTORQ does not grant any warranty for deficiencies claimed
subsequently. Claim
– visible transport damage immediately to the forwarder.
– visible deficiencies / incompleteness immediately to INTORQ GmbH & Co.KG.

1.4 Disposal

The spring−applied brake consists of different types of material.

| Recycle metals and plastics.
| Ensure professional disposal of assembled PCBs according to applicable
environmental regulations.

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1 Preface and general information

1.5 Drive systems

1.5.1 Labelling

Drive systems and components are unambiguously designated by the indications on the
nameplate.
Manufacturer: INTORQ GmbH & Co KG, Wülmser Weg 5, D−31855 Aerzen
| The spring−applied INTORQ brake is also delivered in single modules and individually
combined to its modular design. The data − package labels, nameplate, and type code
in particular − apply to the complete stator.
| If single modules are delivered, the labelling is missing.

1.6 Legal regulations

Liability
| The information, data and notes in these Operating Instructions met the state of the
art at the time of printing. Claims referring to drive systems which have already been
supplied cannot be derived from the information, illustrations and descriptions.
| We do not accept any liability for damage and operating interference caused by:
– inappropriate use
– unauthorised modifications to the drive system
– improper working on and with the drive system
– operating faults
– disregarding these Operating Instructions

Warranty
| Terms of warranty: see terms of sale and delivery of INTORQ GmbH & Co. KG.
| Warranty claims must be made to INTORQ immediately after detecting defects or
faults.
| The warranty is void in all cases where liability claims cannot be made.

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2 Safety instructions i
2 Safety instructions

2.1 General safety information

| These safety notes do not claim to be complete. If any questions or problems occur,
please contact INTORQ GmbH & Co. KG.
| The spring−applied brake corresponds to the state of the art at the time of delivery and
is generally safe to operate.
| The spring−applied brake presents a danger for persons, the spring−applied brake itself
and other material assets of the operator if
– non−qualified personnel work on and with the spring−applied brake.
– the spring−applied brake is used improperly.
| The spring−applied brakes must be planned in such a way that if they are correctly
installed and used for their designed purpose in fault−free operation, they fulfil their
function and do not put any persons at risk. This also applies to the interaction thereof
with the overall system.
| Take appropriate measures to ensure that the failure of the spring−applied brake will
not lead to damage to material.
| Do not operate the spring−applied brake unless it is in perfect condition.
| Retrofittings, changes or alterations of the spring−applied brake are generally
forbidden. In any case, they are subject to the consultation with
INTORQ GmbH & Co. KG.
| The friction lining and the friction surfaces must be carefully protected from oil or
grease since even small amounts of lubricants reduce the brake torque considerably.
| The brake torque will usually not be influenced if the brake is used under the
environmental conditions that apply to IP54. Because of the numerous possibilities of
using the brake, it is however necessary to check the functionality of all mechanical
components under the corresponding operating conditions.

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2 Safety instructions

2.2 Personnel responsible for safety

Operator
| An operator is any natural or legal person who uses the spring−applied brake or on
whose behalf the spring−applied brake is used.
| The operator or his safety personnel must ensure
– that all relevant regulations, notes and laws will be complied with,
– that only qualified personnel will work on and with the drive system,
– that the Operating Instructions will be available to the personnel working on and with
the brake at all times,
– that unqualified personnel will not be allowed to work on and with the spring−applied
brake.
Skilled personnel
Skilled personnel are persons who − because of their education, experience, instructions, and
knowledge about corresponding standards and regulations, rules for the prevention of
accidents, and operating conditions − are authorised by the person responsible for the safety
of the plant to perform the required actions and who are able to recognise potential hazards.
(See IEC 364, definition of skilled personnel)

Application as directed
| Drive systems
– are intended for use in machinery and systems.
– are suitable for use in potentially explosive atmospheres of zone II for steady
operation (holding or parking brake), explosion group II and temperature class T4.
– must only be used for the purposes ordered and confirmed.
– must only be operated under the ambient conditions prescribed in these Operating
Instructions.
– must not be operated beyond their corresponding power limits.
Any other use shall be deemed inappropriate!

Possible applications of the INTORQ spring−applied brake

| No explosive or aggressive atmosphere.
| Humidity, no restrictions.
| Ambient temperature −20°C to +40°C.
| With high humidity and low temperatures
– Take measures to protect armature plate and rotor from freezing.
| Protect electrical connections against contact.

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2 Safety instructions i

2.3 Notes used

The following pictographs and signal words are used in this documentation to indicate dangers
and important information:

Safety instructions
Structure of safety instructions:

Danger!
Characterises the type and severity of danger
Note
Describes the danger
Possible consequences:
| List of possible consequences if the safety instructions are disregarded.
Protective measure:
| List of protective measures to avoid the danger.

Pictograph and signal word Meaning

Danger of personal injury through dangerous electrical voltage

Danger! Reference to an imminent danger that may result in death or serious
personal injury if the corresponding measures are not taken.

Danger of personal injury through a general source of danger
Danger! Reference to an imminent danger that may result in death or serious
personal injury if the corresponding measures are not taken.


Danger of property damage
Stop! Reference to a possible danger that may result in property damage if the
corresponding measures are not taken.

Application notes

Pictograph and signal word Meaning

 Note! Important note to ensure troublefree operation

Tip! Useful tip for simple handling

 Reference to another documentation

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3 Technical data

3 Technical data

3.1 Product description

7
6
2
1
8
5

4
3

KL 14.0606/1

Fig. 1 Design of the spring−applied brake INTORQ BFK458: basic module E (complete stator) + rotor +
hub + flange
1 Armature plate 4 Hub 7 Stator
2 Compression springs 5 Shaft 8 Adjuster nut
3 Rotor 6 Flange 9 Threaded sleeves
sair Air gap

9
1
7

4
3 2

KL 14.0623

Fig. 2 Design of the spring−applied brake INTORQ BFK458: basic module N (complete stator) + rotor +
hub + flange
1 Armature plate 4 Hub sair Air gap
2 Pressure spring 7 Stator
3 Rotor 9 Threaded sleeves

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3 Technical data i

3.1.1 General information

The spring−applied brake INTORQ BFK458− is a single−disk brake with two friction
surfaces. Several compression springs (2) create the braking torque by friction locking. The
brake is released electromagnetically.
The spring−applied brake is designed for the conversion of mechanical work and kinetic energy
into heat. For operating speed, see chapter 3.3 Rated data. Due to the static brake torque,
the brake can hold loads without speed difference. Emergency braking is possible at high
speed, see chapter 3.3 Rated data. The more friction work, the higher the wear.

3.1.2 Braking

During braking, the rotor (3), which is axially movable on the hub (4), is pressed against
the friction surface − via the armature plate (1) − by means of the inner and outer springs
(2). The asbestos−free friction linings ensure a high brake torque with low wear. The brake
torque is transmitted between hub (4) and rotor (3) via the splines.

3.1.3 Brake release

In braked state, there is an air gap "sair" between stator (7) and armature plate (1). To release
the brake, the stator coil (7) is excited with the DC voltage provided. The magnetic force
generated attracts the armature plate (1) towards the stator (7) against the spring force. The
rotor (3) is then released and can rotate freely.

3.1.4 Reducing the brake torque

For basic module E (adjustable), the spring force and thus the brake torque can be reduced
by unscrewing the adjuster nut (8) ( 40).

3.1.5 Manual release (optional)

The manual release is optionally available for short−term releases when no voltage is applied.
The manual release can be retrofitted.

3.1.6 Microswitch (optional)

The manufacturer offers the microswitch for air−gap or wear monitoring. The user must provide
the corresponding electrical connection ( 32 following).
When air−gap monitoring, the motor does not start before the brake has been released. With
this set−up, all possible faults are monitored. For example, in the event of defective rectifiers,
interrupted connection cables, defective coils, or excessive air gaps the motor will not start.
When checking the wear, no current will be applied to the brake and the motor if the air gap
is too large.

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3 Technical data

3.1.7 Encapsulated design (optional)

This design not only avoids the penetration of spray water and dust, but also the spreading
of abrasion particles outside the brake. This is achieved by:
| a cover seal over the armature plate and rotor,
| a cover in the adjuster nut,
| a shaft seal in the adjuster nut for continuous shafts (option).

3.2 Brake torques

 Stop!
Please observe that engagement times and disengagement times change
depending on the brake torque.

Size 06 08 10 12 14 16 18 20 25
80 E
1,5 E 3,5 N/E 25 N/E 35 N/E 65 N/E 115 N/E 175 N/E
2 N/E 4E 7 N/E 14 N/E 35 N 45 N/E 80 N/E 145 N/E 220
2,5 N/E 5 N/E 9 N/E 18 N/E 40 N/E 55 N/E 100 N/E 170 N/E 265 N/E
3 N/E 6 N/E 11 N/E 23 N/E 45 N/E 60 N/E 115 N/E 200 N/E 300 N/E
Rated torques [Nm],
referring to the 3,5 N/E 7 N/E 14 N/E 27 N/E 55 N/E 70 N/E 130 N/E 230 N/E 350 N/E
relative speed 4 N/E 8 N/E 16 N/E 32 N/E 60 N/E 80 N/E 150 N/E 260 N/E 400 N/E
Dn = 100 min−1
4,5 N/E 9 N/E 18 N/E 36 N/E 65 N/E 90 N/E 165 N/E 290 N/E 445 N/E
5E 10 E 20 E 40 E 75 N/E 100 N/E 185 N/E 315 N/E 490 N/E
5,5 E 11 E 23 N/E 46 N/E 80 N/E 105 N/E 200 N/E 345 N/E 530 N/E
6 N/E 12 125 N/E 235 N/E 400 N/E 600 N/E

Tab. 1 N.....Brake torque for module N (without adjuster nut)

E......Brake torque for module E (with adjuster nut)
Holding brake with emergency stop operation (sLümax. approx. 1.5 x sLürated)
Service brake (sLümax. approx. 2.5 x sLürated)
Standard brake torque

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3 Technical data i

3.2.1 Basic module E, brake torque reduction

For basic module E, the brake torque can be reduced by means of the adjuster nut in the
stator. The adjuster nut may only be screwed out up to the maximum projection "hEmax."
( 14).

Size 06 08 10 12 14 16 18 20 25
Torque reduction
per lock−in position 0,2 0,35 0,8 1,3 1,7 1,6 3,6 5,6 6,2
[Nm]

Tab. 2

3.2.2 Brake torques depending on the speed and permissible limit speeds

Type Rated brake torque Brake torque at Dn0 [min−1] [%] max. speed Dn0max.
at Dn = 100 min−1 with horizontal
mounting position
[%] 1500 3000 maximum [min−1]
INTORQ BFK458−06 87 80 65 12400
INTORQ BFK458−08 85 78 10100
INTORQ BFK458−10 83 76 66 8300
INTORQ BFK458−12 81 74 6700
INTORQ BFK458−14 100 80 73 67 6000
INTORQ BFK458−16 79 72 5300
INTORQ BFK458−18 77 70 4400
66
INTORQ BFK458−20 75 68 3700
INTORQ BFK458−25 73 66 3000

Tab. 3 Brake torques depending on the speed and permissible limit speeds

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3 Technical data

3.3 Rated data

Type sLürated sLümax. sLümax. max. Rotor thickness Excess

+0.1 mm service holding adjustment, of the
−0.05 mm brake brake permissible adjuster nut
wear hEmax.
[mm] [mm] [mm] [mm] min. 1) [mm] max. [mm] [mm]
INTORQ BFK458−06 4,5 6,0
4,5
INTORQ BFK458−08 0,2 0,5 0,3 1,5 5,5 7,0
INTORQ BFK458−10 7,5 9,0 7,5
INTORQ BFK458−12 2,0 8,0 9,5
10,0
INTORQ BFK458−14 0,3 0,75 0,45 2,5 7,5 11
INTORQ BFK458−16 3,5 8,0 11,5 10
INTORQ BFK458−18 3,0 10,0 13,0 15
0,4 1,0 0,6
INTORQ BFK458−20 4,0 12,0 16,0 17
INTORQ BFK458−25 0,5 1,25 0,75 4,5 15,5 20,0 19,5

Type Pitch circle Screws for Minimum Tightening torque Weight

flange depth of the of complete
installation clearing stator
DIN912 10.9 holes
(installation
flange)
Æ[mm] Thread 2) [mm] Screws [Nm] Complete [kg]
lever [Nm]
INTORQ BFK458−06 72 3 x M4 3 x M4 0,5 3,0 0,75
2,8
INTORQ BFK458−08 90 3 x M5 3 x M5 1 5,9 1,2
INTORQ BFK458−10 112 3 x M6 3 x M6 2 2,1
10,1 4,8
INTORQ BFK458−12 132 3 x M6 3 x M6 3 3,5
INTORQ BFK458−14 145 1,5 5,2
3 x M8 3 x M8 12
INTORQ BFK458−16 170 0,5 24,6 7,9
INTORQ BFK458−18 196 6 x M8 4 x M8 3) 0,8 12,0
23
INTORQ BFK458−20 230 4 x M10 3) 2,1 19,3
6 x M10 48
INTORQ BFK458−25 278 6 x M10 5 40 29,1

Tab. 4 Rated data − INTORQ BFK458spring−applied brake

1) The friction lining is designed such that the brake can be adjusted at least 5 times.
2) The screw length depends on the material and the thickness of the customer’s mounting place.
3) The thread in the threading surface is offset by 30° in reference to the center axle of the manual release lever.

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3 Technical data i

Type Electrical power P20 1) Release Coil resistance R20 ±8 %

Rated current IN voltage/holding voltage
U
[W] [A] [V] [W]
0,83 24 20
0,21 96 460,8
0,194 103 530,5
INTORQ BFK458−06 20 0,114 170 1445
0,111 180 1620
0,105 190 1805
0,098 205 2101
1,04 24 23
0,26 89 368
0,242 103 424,4
INTORQ BFK458−08 25 0,147 170 1156
0,138 180 1296
0,131 190 1444
0,121 205 1681
30 1,25 24 19,2
31 0,322 96 297,3
32 0,31 103 331,5
INTORQ BFK458−10 30 0,176 170 963,3
32 0,177 180 1013
30 0,157 190 1203
33 0,160 205 1273
1,66 24 14,4
0,41 96 230,4
0,388 103 265,2
INTORQ BFK458−12 40 0,235 170 722,5
0,222 180 810
0,210 190 902,5
0,195 205 1051
2,08 24 11,5
50
0,52 96 184,3
53 0,514 103 200,2
INTORQ BFK458−14 50 0,294 170 578
53 0,294 180 611,3
50 0,263 190 722
53 0,258 205 792,9
2,29 24 10,5
55
0,573 96 167,6
56 0,543 103 189,5
INTORQ BFK458−16 0,323 170 525,5
55
0,305 180 589,1
60 0,315 190 601,7
56 0,292 205 750,5

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3 Technical data

Type Electrical power P20 1) Release Coil resistance R20 ±8 %

Rated current IN voltage/holding voltage
U
[W] [A] [V] [W]
3,54 24 6,8
0,885 96 108,4
0,825 103 124,8
INTORQ BFK458−18 85 0,5 170 340
0,472 180 387,2
0,447 190 424,7
0,414 205 494,4
4,16 24 5,76
1,04 96 92,2
0,970 103 106,1
100
INTORQ BFK458−20 0,588 170 289
0,55 180 324
0,487 205 420,3
110 0,578 190 328,2
4,58 24 5,24
1,14 96 83,8
1,06 103 96,5
INTORQ BFK458−25 110 0,647 170 262,7
0,611 180 294,6
0,578 190 328,2
0,536 205 382,1

Tab. 5 Coil power of INTORQ BFK468

1) Coil power at 20_C

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3 Technical data i

3.4 Operating times

BFKXXX−001.iso

Fig. 3 Operating times of the INTORQ spring−applied brakes

t1 Engagement time t11 Reaction delay during engagement
t2 Disengagement time (up to M = 0.1 Mr) t12 Rise time of the brake torque

Type Rated brake Max. permissible Transition Operating times [ms] at sLürated
torque at Dn = friction work per frequency and 0,7 IN
100 min−1 operation only
Mr 1) QE shü Engaging DC−switching Disengag
ement
[Nm] [J] [h−1] t11 t12 t1 t2
INTORQ BFK458−06 4 3000 79 15 13 28 45
INTORQ BFK458−08 8 7500 50 15 16 31 57
INTORQ BFK458−10 16 12000 40 28 19 47 76
INTORQ BFK458−12 32 24000 30 28 25 53 115
INTORQ BFK458−14 60 30000 28 17 25 42 210
INTORQ BFK458−16 80 36000 27 27 30 57 220
INTORQ BFK458−18 150 60000 20 33 45 78 270
INTORQ BFK458−20 260 80000 19 65 100 165 340
INTORQ BFK458−25 400 120000 15 110 120 230 390

Tab. 6 Friction work − operating frequency − operating times

1) Minimum brake torque when all components are run in

The transition from the state without brake torque to the steady brake torque is not without
delay. The engagement times are valid for switching on the DC side with an induction voltage
of approx. 5 to 10 times nominal voltage. The chart shows the delay during engagement t11,
the rise time of the brake torque t12 and the engagement time t1 = t11 + t12, as well as the
disengagement time t2.

Disengagement time
The disengagement time is not influenced by DC or AC switching operations. It can only be
shortened by special equipment for fast−response excitation or overexcitation.

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3 Technical data

Engagement time
With switching on the AC side, the engagement times are prolonged approximately by the
factor 10, for connection see page 32.
Spark suppressors for the rated voltages, which are to be connected in parallel to the contact
are available for engagement on the DC side. If this is not admissible for safety reasons, e.g.
with hoists and lifts, the spark suppressor can also be connected in parallel to the brake coil,
for connection see page 33.
A reduction of the brake torque via the adjuster nut prolongs the engagement time and
reduces the disengagement time. If the prolongation is too long, an anti−magnetic plate − to
be assembled between stator and armature plate − is available. The plate reduces the
engagement time and prolongs the disengagement time.

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3 Technical data i

3.5 Operating frequency / friction work

25
105 20
18
16
14
12
104
Friction work Q [J]

10
08

06

103

102 Sizes

10
1 10 102 103 104
Operating frequency Sh
[h−1]

Fig. 4 Friction work as a function of the operating frequency

S fperm +
lnǒ1 * Ǔ
* S tf
Q
ǒ
Q perm + Q E 1 * e
*S tf
Sf Ǔ
QE

The permissible operating frequency "Shperm" depends on the friction work "Q" (see Fig. 4).
An operating frequency of "Sh" results in the permissible friction work "Qperm".
With high speed and friction work, the wear increases strongly, because very high
temperatures occur at the friction faces for a short time.

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3 Technical data

3.6 Emission

Electromagnetic compatibility

 Note!
The user must ensure compliance with EMC Directive 2004/108/EC using
appropriate controls and switching devices.
If an INTORQ rectifier is used for the DC switching of an INTORQ spring−applied brake and
if the operating frequency exceeds five switching operations per minute, the use of a
mains filter is required. If the INTORQ spring−applied brake uses a rectifier of another
manufacturer for the switching, it may become necessary to connect a spark suppressor
in parallel with the AC voltage. Spark suppressor according to coil voltage on request.

Heat
Since the brake converts kinetic energy as well as mechanical and electrical energy into heat,
the surface temperature varies considerably, depending on the operating conditions and
possible heat dissipation. Under unfavourable conditions, the surface temperature can reach
130_C.

Noises
The switching noises during engagement and disengagement depend on the air gap "sair" and
the brake size.
Depending on the natural oscillation after installation, operating conditions and state of the
friction faces, the brake may squeak during braking.

Others
The abrasion of the friction parts produces dust.
In case of high load, the friction face will become so hot that odours may occur.

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4 Mechanical installation i
4 Mechanical installation

 Stop!
Toothed hub and screws must not be lubricated with grease or oil!

4.1 Necessary tools

Type Torque wrench Spanner wrench size [mm] Hook wrench Box spanner
Insertion for hexagon DIN 1810 for flange
socket screws design A installation,
outside

Manual
* release

Measuring Wrench size Threaded Nuts/bolts 2kt lever Diameter Wrench size
range [Nm] [mm] sleeves [mm] [mm]
3 x 1/4" 7 x 1/ 2"
INTORQ BFK458−06 8 7 / 5,5 45 − 55
square square
4 x 1/4" 8 x 1/ 2"
INTORQ BFK458−08 9 52 − 55
1 to 12 square 7 square
10 / 7
INTORQ BFK458−10 5 x 1/4" 68 − 75 10 x 1/2"
12
INTORQ BFK458−12 square square
80 − 90
INTORQ BFK458−14
12 / 8 9 13 x 1/2"
INTORQ BFK458−16 6 x 1/ 2" 95 − 100
square
15
INTORQ BFK458−18 square 10 110 − 115
20 to 100
INTORQ BFK458−20 12 135 − 145
− / 10 17 x 1/2"
1/
8 x 2"
INTORQ BFK458−25 17 14 155 − 165 square
square

* for flange mounting insertion with journal guide

Feeler gauge Caliper gauge Multimeter

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4 Mechanical installation

4.2 Mounting

4.2.1 Preparation

1. Unpack spring−applied brake.

2. Check for completeness.
3. Check nameplate data, especially rated voltage.

4.3 Installation

When you have ordered a version with manual release or flange, attach these units first.

4.3.1 Installation of the hub onto the shaft

15

4.1

K14.0502/1

Fig. 5 Mounting the hub on the shaft

4 Hub 4.1 Circlip 15 End shield

1. Press the hub (4) on the shaft.

2. Secure the hub against axial displacement, e.g. with a circlip (4.1).

 Stop!
In reverse operation, it is recommended to additionally glue the hub to the shaft,
(e.g. using Delo−ML 5328)!

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4 Mechanical installation i

4.3.2 Installation of the brake

 Stop!
| When dimensioning the thread depth in the endshield, consider the
permissible wear (chapter 3.3).
| Check the condition of the endshield (15). It must be free of oil and grease.

15
4

K14.0502/8

Fig. 6 Assembly of the rotor

3 Rotor 4 Hub 15 Endshield

1. Push the rotor (3) onto the hub (4) and check whether it can be moved by hand
(Fig. 6).

 Stop!
Please note the following for the version "brake with shaft seal in adjuster nut":
2. Lightly lubricate the lip of the shaft seal with grease.
3. When assembling the stator (7) push the shaft seal carefully over the shaft.
– The shaft should be located concentrically to the shaft seal.

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4 Mechanical installation

11 15

10

KL458−011−a

Fig. 7 Assembly of the spring−applied brake

7 Complete stator 11 Clip
10 Allen screw 15 Endshield

4. Screw the complete stator (7) onto the endshield (15) using the screws (10). (Fig. 7).
5. Remove the clips (11) (throw away; Fig. 7).
9


7
10

KL458−012−a

Fig. 8 Torque adjustment

7 Stator 9 Threaded sleeve ¬ sLürated
10 Allen screw

6. Tighten the screws (10) evenly (for torques see table chapter 3.3 and Fig. 8).
7. Check the air gap "sLürated" near the bolts (10) by means of the thickness gauge
("sLürated" see table chapter 3.3 and Fig. 8).

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4 Mechanical installation i

9 −
7
10
+

KL458−013−a

Fig. 9 Air gap adjustment

7 Stator 10 Allen screw
9 Threaded sleeve

If the air gap (s. 3.3), "sLü rated" deviates too much, adjust:
8. Unbolt screws (10).

 Note!
Correctly set the air gap using every second screw (10)/threaded sleeve (9)!
Screw the other three threaded sleeves such into the stator that they do not
touch the flange/the endshield. Then do the same once again using the other
three screws (10).
9. Slightly turn threaded sleeves (9) using a spanner.
– If the air gap is too large, screw them into the complete stator (7).
– If the air gap is too small, screw them out of the complete stator (7).
– 1/6 turn changes the width of the air gap by approx. 0.15mm.
10. Tighten the screws (10) (for torques see chapter 3.3).
11. Check air gap again and, if necessary, repeat the adjustment.

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4 Mechanical installation

4.3.3 Assembly of the friction plate, sizes 06 to 16

15

12

KL458−009−a

Fig. 10 Mounting the friction plate

12 Friction plate 15 End shield

1. Hold the friction plate (12) against the end shield (15).
2. Check pitch circle and fastening bore hole threads.

 Note!
The lip edging must remain visible!

4.3.4 Assembly of the flange

The flange (6) can be screwed to the end shield (15) on the outer pitch circle (screw
dimensioning is given in chapter 3.3).

Mounting the flange with additional screws

 Stop!
| Clearing holes for the screws in the end shield must be behind the threaded
screw drill−holes in the flange. Without the clearing holes, minimal rotor
thickness cannot be utilised. The screws must not press against the end
shield. (See chapter 3.3 for clearing hole depth)
| For sizes 18 and 20, the fastening surface threading must be angled at 30°
to the centre axis to the manual release lever.

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4 Mechanical installation i

15

6
6.1

KL458−008−a

Fig. 11 Mounting the flange

6 Flange 15 End shield
6.1 Set of fastening screws

1. Hold the flange (6) against the end shield (15) and check the pitch circle and retaining
screw drill hole threading.
2. Fasten the flange (6) with the screws (6.1) to the end shield (15).
3. Tighten the screws (6.1) evenly (see chapter 3.3 for the correct tightening torques).
4. Check screw head height. The height must not exceed the minimal rotor thickness. We
recommend using DIN 6912 screws (dimensions are given in chapter 3.3).

Mounting the flange without additional screws

 Stop!
Consider the permissible wear when dimensioning the depth of the thread in the
endshield (see chapter 3.3).
1. Hold the flange (6) against the end shield (15) and check the pitch circle and retaining
screw drill hole threading.
2. Install the brake using the set of screws supplied (see chapters 4.3.2 and 7.4).

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4 Mechanical installation

4.3.5 Assembly of the cover seal

1 15 7 1 13 12 13 6 10 15
7 12
10

13

KL458−010−a KL458−007−a

Fig. 12 Assembly of the cover seal

1 Armature plate 10 Allen screw 15 Endshield
6 Flange 12 Friction plate
7 Stator 13 Cover seal

1. Pull the cable through the seal ring (5).

2. Then push the seal ring (5) over the stator (1).
3. Press the lips of the seal ring (5) into the groove on the stator (1) and flange (6).
– If a friction plate (7) is used, the lip must be pulled over the edging.

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4 Mechanical installation i

4.3.6 Assembly of the manual release

3 14.1
4
14.4
14.3 14.5

14.2
K14.0630

Fig. 13 Assembly of the manual release BFK458

1. Insert the compression springs (14.2) into the bore holes of the armature plate (1).
2. Push the bolts (14.5) into the bore holes of the shackle (6.1).
3. Push the hexagon head cap screw (14.4) through the compression spring (6.2) in the
armature plate (1) and the bore hole in the stator (7).
4. Screw the hexagon head cap screw (14.4) into the bolts (14.5) in the shackle (14.1).
5. Tighten hexagon screw (14.4) until armature plate (1) moves towards stator (7).
6. Remove the clips (11) (throw away).
7. Adjust gap "s" and "sLü" using the hexagon head cap screw (14.4), (values for "s" and
"sLü" see Tab. 7).

Type sLü (mm) s +0.1 (mm) s + sLü (mm)

INTORQ BFK458−06
14 1 7 1
INTORQ BFK458−08 0,2 1 1,2
INTORQ BFK458−10
INTORQ BFK458−12
INTORQ BFK458−14 0,3 1,5 1,8
INTORQ BFK458−16
INTORQ BFK458−18
0,4 2 2,4
INTORQ BFK458−20
INTORQ BFK458−25 0,5 2,5 3

Tab. 7 Adjustment setting for manual release

 Stop!
Dimension "s" must be observed! Check air gap "sLü".

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5 Electrical installation

5 Electrical installation

5.1 Bridge/half−wave rectifiers

BEG−561−  − 

Bridge/half−wave rectifiers are used for the supply of electromagnetic spring−applied DC
brakes which have been released for operation with such rectifiers. Any other use is only
permitted with the explicit written approval of INTORQ.
After a defined overexcitation time, the bridge/half−wave rectifiers change from bridge
rectification to half−wave rectification. Depending on the dimensioning of the load, the
switching performance can thus be improved or the power can be derated.
Terminals 3 and 4 are in the DC circuit of the brake. The induction voltage peak for DC
switching (see circuit diagram "Reduced switch−off times") is limited by an integrated
overvoltage protection at terminals 5 and 6.

Dimensions Possible installations

52,6
21,5

5
4,3

46,9-0,1
1,8

51,9-0,1

42
3,4
3,4
4

13169140
Typ BEG-561-440-030-1
38

440V~ 1,5/0,75A tü=0,30s

Fig. 14 Dimensions and possible installations of bridge/half−wave rectifier

5.1.1 Technical data

Rectifier type Bridge/half−wave rectifier

Output voltage for bridge rectification 0.9 x U1
Output voltage for half−wave rectification 0.45 x U1
Ambient temperature (storage/operation) [C°] −25 ... +70

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5 Electrical installation i

Type Input voltage U1 Max. current Imax. Overexcitation time to ( ±20%)

(40 Hz ... 60 Hz)
min. rated max. bridge half−wave with U1 min with U1 with U1
[V ~ ] [V ~ ] [V ~ ] [A] [A] [s] rated [s] max [s]
BEG−561−255−030 0.430 0.300 0.270
160 230 255 3.0 1.5
BEG−561−255−130 1.870 1.300 1.170
BEG−561−440−030−1 1.5 0.75 0.500 0.300 0.270
230 400 440
BEG−561−440−130 3.0 1.5 2.300 1.300 1.200

Tab. 8 Data for bridge/half−wave rectifier type BEG−561

Input voltage U1 (40 ... 60 Hz)

5.1.2 Reduced switch−off times

When switching on the DC side (reduced switch−off times), switching on the AC side is also
required! Otherwise, there will be no overexcitation during power−on.

Normal switch−off times Reduced switch−off times

1 2 3 4 5 6 1 2 3 4 5 6

    

 Mains  Bridge  Coil

5.1.3 Permissible current load − ambient temperature

BFKXXX−008−a.iso

1 For screw assembly with metal surface (good heat dissipation)

2 For other assembly (e.g. glue)

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5 Electrical installation

5.1.4 Assignment: Bridge/half−wave rectifier − brake size

Rectifier type AC voltage Coil voltage

Assigned brake
release/holding
[V AC] [V DC]
BEG−561−255−030
230 ±10% 205 / 103
BEG−561−255−130 BFK458−06...25
BEG−561−440−030−1
400 ±10% 360 / 180
BEG−561−440−130

5.2 Electrical connection

Danger!
| Electrical connection must only be carried out by skilled personnel!
| Connections must only be made when the equipment is de−energised! Danger
through unintended starts or electric shocks.

 Stop!
| It must be ensured that the supply voltage corresponds to the nameplate
data.
| Voltages must be adapted to the local environment!

Circuit proposals

BFKXXX−007.iso

Fig. 15 AC switching, delayed engagement

 Bridge rectifier  Half−wave rectifier

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5 Electrical installation i

BFKXXX−002.iso

Fig. 16 DC switching, normal engagement

 Bridge rectifier  Half−wave rectifier

BFKXXX−006.iso

Fig. 17 Separated DC voltage, DC switching

Connection diagram also valid for star connection
 DC voltage (e.g. 24V)
 Spark suppressor

 Stop!
For switching on the DC side the brake must be operated with a spark
suppressor to avoid impermissible overvoltages.

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5 Electrical installation

KL−BFKXXX−003.iso

Fig. 18 With microswitch / release check; connection diagram also valid for star connection
 DC voltage depending on coil voltage bl blue
 Spark suppressor sw black

KL−BFKXXX−004.iso

Fig. 19 With microswitch / wear check addition for all circuits; connection diagram also valid for star
connection
bl blue sw black

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5 Electrical installation i

Tip!
During operation according to Fig. 19 the air gap is only monitored when no voltage is applied
to the brake. This makes sense because it is possible that when the current flows only one
side of the armature plate is attracted at first. This misalignment may cause a simulation of the
maximum air gap and the actuation of the microswitch. If there is no closed contact in parallel
to the microswitch contact, motor and brake will be switched off. The microswitch contact is
closed again when the armature plate is completely released − the release is repeated again −
because of the small difference−contact travel of the microswitch.
To avoid this misinterpretation of the microswitch signal, the signal should only be processed
when no voltage is applied to the brake.

1. Mount the rectifier in the terminal box. With motors of the insulation class "H", the
rectifier must be mounted in the control cabinet. Permissible ambient temperature for
the rectifier −25_C to +70_C.
2. Compare the coil voltage of the stator to the DC voltage of the installed rectifier.
3. Select the suitable circuit diagram. Convert the values to deviating AC voltage, e.g.
380V,
380/400x205 = 195V
– Deviations up to 3% are permissible.

 Note!
Selection of the rectifier at voltages ³ 460 V AC  catalogue "Electronic
switchgear and accessories" Chapter spark suppressors and rectifiers.
4. Motor and brake must be wired according to the requirements of the engagement
time.

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6 Commissioning and operation

6 Commissioning and operation

Danger!
The live connections and the rotating rotor must not be touched.
The drive must not be running when checking the brake.

6.1 Functional test

In the event of failures, refer to the troubleshooting table in chapter 8. If the fault cannot be
eliminated, please contact the aftersales service.

6.1.1 Release / voltage check

For brakes without microswitch only

Danger!
The brake must be free of residual torque. The motor must not rotate.

Danger!
Live connections must not be touched.
1. Remove two bridges from the motor terminals. Do not switch off the DC brake supply.
When connecting the rectifier to the neutral point of the motor, the PE conductor must
also be connected to this point.
2. Connect the mains supply.
3. Measure the DC voltage at the brake.
– Compare the DC voltage measured with the voltage specified on the nameplate. A
10 % deviation is permissible.
4. Check air gap "sair". It must be zero and the rotor must rotate freely.
5. Switch off the power supply.
6. Bolt bridges to the motor terminals. Remove additional PEN conductor.

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6 Commissioning and operation i

6.1.2 Microswitch − release check

Danger!
The brake must be free of residual torque. The motor must not rotate.

Danger!
Live connections must not be touched.
Connection diagram: (see page 32)
1. Remove two bridges from the motor terminals.
– Do not switch off the DC brake supply.
2. The switching contact for the brake must be open.
3. Apply DC voltage to the brake.
4. Measure the AC voltage at the motor terminals. It must be zero.
5. Close the switching contact for the brake.
6. Measure the DC voltage at the brake:
– The DC voltage measured after the overexcitation time (see bridge/half−wave
rectifier, chapter 5.1) must correspond to the holding voltage (see Tab. 8). A 10 %
deviation is permissible.
7. Check air gap "sLü".
– It must be zero and the rotor must rotate freely.
8. Open the switching contact for the brake.
9. Check microswitch:

Contact type Connection Brake released Microswitch closed

yes no
NC contact black / grey
no yes
yes yes
NO contact black / blue
no no

Tab. 9 Switching status of microswitch

10. Bolt bridges to the motor terminals.

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6 Commissioning and operation

6.1.3 Microswitch − wear check

Danger!
The brake must be free of residual torque. The motor must not rotate.

Danger!
Live connections must not be touched.
1. Remove two bridges from the motor terminals. Do not switch off the DC voltage for
the brake. When connecting the rectifier to the neutral point of the motor, the PE
conductor must also be connected to this point.
2. Set air gap to "sLümax.". See chapter 4.3.2 Step 8−11.
3. Connect the mains supply.
4. Measure the AC voltage at the motor terminals and the DC voltage at the brake. Both
must be zero.
5. Disconnect the mains supply.
6. Set air gap to "sLürated". See chapter 4.3.2 Step 8−11.
7. Connect the mains supply.
8. Measure the AC voltage at the motor terminals. It must be the same as the mains
voltage.
9. Measure the DC voltage at the brake.
– The DC voltage measured after the overexcitation time (see bridge/half−wave
rectifier) must be half the voltage indicated on the nameplate. A 10 % deviation is
permissible.
10. Check air gap "sLü". It must be zero and the rotor must rotate freely.
11. Switch off the current for the brake.
12. Bolt bridges to the motor terminals. Remove additional PEN conductor.

6.1.4 Manual release

 Stop!
This operational test is to be carried out additionally!

Danger!
The brake must be free of residual torque. The motor must not rotate.

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6 Commissioning and operation i

Fig. 20 Turning direction of the lever

1. Pull the lever (Fig. 20) with approx. 150 N until the resistance increases strongly.

 Stop!
Additional tools to facilitate brake release are not allowed! (e.g. extension piece)
2. The rotor must rotate freely. A small residual moment is permissible.
3. Release the lever.

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6 Commissioning and operation

6.2 Reducing the brake torque

M− 8

M+ h1max.

KL458−003−a KL458−006−a

Fig. 21 Reducing the brake torque

7 Stator 8 Adjuster nut

1. Turn the adjuster nut (8) counterclockwise using the hook wrench.
– Observe the notches. Positions between notches are impermissible. (Values for the
brake torque reduction see chapter 3.2.1).
– The maximum permissible projection "hEmax." of the adjuster nut (8) to the stator (7)
is to be observed (values for "hEmax." see chapter 3.3).

Danger!
The reduction of the brake torque does not increase the maximum permissible
air gap "sLümax.".
Do not change the manual release setting for models with manual release.

6.3 During operation

| Check the brake regularly during operation. Take special care of:
– unusual noises and temperatures
– loose fixing elements
– the state of the cables.
| In the event of failures, refer to the troubleshooting table in chapter 8. If the fault
cannot be eliminated, please contact the aftersales service.

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7 Maintenance/repair i
7 Maintenance/repair

7.1 Wear of spring−applied brakes

INTORQ spring−applied brakes are wear−resistant and designed for long maintenance
intervals. The friction lining and the mechanical brake components are subject to
function−related wear. For safe and trouble−free operation, the brake must be checked and
readjusted at regular intervals, and, if necessary, be replaced.
The following table describes different causes of wear and their effects on the components
of the spring−applied brake. For calculating the service life of rotor and brake and determining
the maintenance intervals to be observed, the relevant factors of influence must be quantified.
The most important factors are the friction work, initial speed of braking and the operating
frequency. If several of the causes of wear indicated for the friction lining occur in an
application at the same time, the influencing factors must be added for calculating the wear.
The INTORQ Select dimensioning program can be used to calculate the maintenance
intervals.

Component Cause Effect Influencing factors

Friction lining Braking during operation
Emergency stops
Overlapping wear during start and Friction work
stop of drive
Active braking via the drive motor Wear of friction lining
with support of brake (quick stop)
Starting wear in case of motor Number of start/stop cycles
mounting position with vertical
shaft, even when the brake is not
applied
Armature plate and Rubbing of brake lining Armature plate and flangeare run in Friction work
flange
Splining of brake rotor Relative movements and shocks Wear of splining (primarily on the Number of start/stop cycles
between brake rotor and brake rotor side)
shaft
Armature plate support Load alternation and jerks in the Breaking of armature plate, sleeve Number of start/stop cycles,
backlash between armature plate, bolts and guide bolt braking torque
sleeve bolts and guide bolt
Springs Axial load cycle and shear stress of Reduced spring force or fatigue Number of switching operations of
springs through radial backlash on failure brake
reversal of armature plate

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7 Maintenance/repair

7.2 Inspections

To ensure safe and trouble−free operation, spring−applied brakes must be checked and
maintained at regular intervals. Servicing can be made easier if good accessability of the
brakes is provided in the plant. This must be considered when installing the drives in the plant.
Primarily, the necessary maintenance intervals for industrial brakes result from the load during
operation. When calculating the maintenance interval, all causes for wear must be taken into
account (see chapter 7.1). For brakes with low loads such as holding brakes with emergency
stop, we recommend a regular inspection at a fixed time interval. To reduce the cost, the
inspection can be carried out along with other regular maintenance work in the plant if
necessary.
If the brakes are not maintained, failures, production outages or plant damages may be the
result. Thus, a maintenance concept adapted to the operating conditions and loads of the
brake must be developed for every application. The maintenance intervals and maintenance
work listed in the following table must be scheduled for the spring−applied INTORQ brake.

7.2.1 Maintenance intervals

Service brakes | according to service life calculation

| otherwise every six months
| after 4000 operating hours at the latest
Holding brake with emergency stop | at least every 2 years
| after 10 million cycles at the latest
| plan shorter intervals for frequent emergency stops

7.2.2 Checking the component parts

With assembled brake | Check function of ventilation and control see chapter
| Measure the air gap (adjust if necessary) 7.3.3
| Measure the rotor thickness (replace rotor if see chapter
necessary) 7.3.4
| Thermal damage to armature plate or flange (dark blue see chapter
tarnishing) 7.3.1
After removing the brake | Check clearance of the rotor gearing (replace see chapter
worn−out rotors) 7.3.5
| Wear of the torque bearing on threaded sleeves, dowel
pins and armature plate
| Checking springs for damage
| Checking armature plate and flange/endshield
– Evenness size 06...12 > 0,06 mm
– Evenness from size 14 on > 0,1 mm
– max. run−in depth = rated air gap of brake size

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7 Maintenance/repair i

7.3 Maintenance

 Note!
Brakes with defective armature plates, cheese head screws, springs or flanges
must be replaced completely.
Please observe the following for inspections and maintenance operations:
| Remove impurities through oil and grease using brake cleaning agents, if
necessary, replace brake after finding out the cause of the contamination.
Dirt deposits in the air gap between stator and armature plate impair the
function of the brake and must be removed.
| After replacing the rotor, the original braking torque will not be reached until
the run−in operation of the friction surfaces has been completed. After
replacing the rotor, run−in armature plates and flanges have an increased
initial rate of wear.

7.3.1 Checking the rotor thickness

Danger!
The motor must not be running when checking the motor thickness.
1. Remove the motor cover and seal ring (if mounted).
2. Measure the rotor thickness with a caliper gauge. On brakes with friction plates,
observe edging on outer diameter of friction plate.
3. Compare measured rotor thickness with minimally permissible rotor thickness (see
chapter 3.3 for applicable values).
4. Replace the complete rotor if necessary. See chapter 7.3.5 for description.

7.3.2 Check air gap

1. Measure the air gap "sLü" between armature plate and rotor using a feeler gauge (see
chapter 3.3).
2. Compare the measured air gap to the maximum permissible air gap "sLümax." (see
table chapter 3.3).
3. If necessary, adjust air gap to "sLürated". See chapter 7.3.4.

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7 Maintenance/repair

7.3.3 Release / voltage

Danger!
The running rotor must not be touched.

Danger!
Live connections must not be touched.
1. Observe the brake function during operation of the drive. The armature plate must be
attracted and the rotor must move without residual torque.
2. Measure the DC voltage at the brake.
– The DC voltage measured after the overexcitation time (see bridge/half−wave
rectifier, chapter 5.1.4) must correspond to the holding voltage. A 10 % deviation is
permissible.

7.3.4 Readjustment of air gap

Danger!
Disconnect voltage. The brake must be free of residual torque.

 Stop!
Observe for the flange version when it is fixed with additional screws:
Behind the threaded holes for the screws in the flange there must be clearing
holes in the endshield. Without clearing holes the minimum rotor thickness
cannot be used. Under no circumstances may the screws be pressed against
the endshield.
1. Unbolt screws (Fig. 9).
2. Screw the threaded sleeves into the stator by using a spanner. 1/6 revolution reduces
the air gap by approx. 0.15 mm.
3. Tighten screws (for torques see table chapter 3.3).
4. Check the air gap "sLü" near the screws using a feeler gauge ("sLürated" see table
chapter 3.3).
5. If the difference between the measured air gap and "sLürated" is too large, repeat the
readjustment.

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7 Maintenance/repair i

7.3.5 Rotor replacement

Danger!
Disconnect voltage. The brake must be free of residual torque.
1. Loosen connection cable.
2. Loosen the screws evenly and remove them.
3. Completely remove the stator from the endshield. Observe the supply cable.
4. Pull rotor from hub.
5. Check hub toothing.
6. In case of wear, the hub must also be replaced.
7. Check the friction surface at the endshield. In case of strong scoring at the flange,
replace the flange. If scoring occurs at the endshield, re−finish endshield.
8. Measure the rotor thickness (new rotor) and head height of the threaded sleeves using
a caliper gauge.
9. Calculate the distance between stator and armature plate as follows:

Distance = Rotor thickness + sLürated − head height

("sLürated" see table chapter 3.3 )
10. Evenly loosen the threaded sleeves until the calculated distance between stator and
armature plate is reached.
11. Install and adjust new rotor and stator (see chapter 4.3.2).
12. Reconnect the supply cable.

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7 Maintenance/repair

7.4 Spare−parts list

Only parts with item numbers are available.

The item numbers are only valid for the standard design.
| Bore diameter in mm
| Standard keyway to DIN 6885/1 P9

3
4

7
10
13
14
6

12

Fig. 22 Spring−applied brake INTORQ BFK458−06 to 25

Pos. Designation Variant

Complete rotor
3
Complete rotor, low−noise version
4 Hub Bore
Flange
6
Hartchromed flange
Complete stator, module E Voltage / brake torque
7
Complete stator, module N
Set of fastening screws for mounting to the motor / flange
Allen screw DIN912 10.9 Friction plate:
10
for flange with through hole
for connection flange / double brake
14 Manual release
15 Cover seal
Terminal box as mounting kit
Speedometer flange
Connection flange for double brake
Brake cover (degree of protection corresponds to IP65)

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7 Maintenance/repair i

7
11
10 12
9
8 3
2
4
1
7
10
6 5
3
2
4
1

Fig. 23 Double spring−operated brake INTORQ BFK458−06 to 25

Pos. Designation Variant

Voltage / brake torque
1 Complete stator, module N
– as option with noise−reduced armature plate
Aluminium rotor
2 Complete rotor Aluminium rotor with sleeve
– Low−noise version
3 Hub with standard bore Hole diameter [mm] slot according to DIN 6885/1
| for mounting to the flange
4 Set of fastening screws; Allen screw DIN912 10.9 | for mounting to the motor / friction plate
| for flange with through hole
Set of fastening screws; Allen screw DIN912 10.9
5 for connection flange / double brake

6 Connection flange for double brake

7 Manual release with standard lever Mounting kit
8 Friction plate
Flange
9
Hartchromed flange
10 Cover seal
11 Shaft seal Shaft diameter on request
12 Cap Basic module N

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7 Maintenance/repair

7.5 Spare parts order

INTORQ BFK458−LLL / complete stator

Size  06  08  10  12  14

 16  18  20  25

Design E (with adjuster nut) N (without adjuster nut)

Voltage  24 V  96 V  103 V  170 V  180 V

 190 V  205 V

Braking torque ___________ Nm (see torque ranges)

Cable length  Standard

___________mm (from 100 mm to 1000 mm in 100 mm steps,
from 1000 mm − 2500 mm in 250 mm steps)

Manual release  mounted

Armature plate  Standard  with washer/brass foil

 noise−reduced (O−ring version)  hartchromed

Microswitch  Monitoring of the switching function (from size 12 on)

Wear monitoring (from size 12 on)

Terminal box  mounted (from size 12 on)

Accessories
Rotor  Aluminium  Low−noise version (rotor with sleeve)

 Plastic (only size 06/08)

Hub _________ mm (for bore diameter, see dimensions)

Set of fixing screws  for mounting to the flange

 for mounting to the motor / friction plate
 for flange with through holes (up to and including size 16)
 for connection flange / double brake

Manual release  as mounting kit

Terminal box  as mounting kit

Flange Friction plate (up to and including size 16)

Flange
 Speedometer flange
 Connection flange / double brake

Sealing  Cover seal

 Shaft seal (shaft diameter on request)
 Cap
 Brake cover

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7 Maintenance/repair i

Electrical accessories

Rectifier type AC voltage Coil voltage

Assigned brake
release/holding
[V AC] [V DC]
BEG−561−255−030
230 ±10% 205 / 103
BEG−561−255−130 BFK458−06...25
BEG−561−440−030−1
400 ±10% 360 / 180
BEG−561−440−130

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8 Troubleshooting and fault elimination

8 Troubleshooting and fault elimination

If any malfunctions should occur during operation of the drive system, please check the
possible causes using the following table. If the fault cannot be eliminated by one of the listed
measures, please contact the aftersales service.
Fault Cause Remedy
Brake cannot be released, air gap is Coil is interrupted | Measure coil resistance using multimeter:
not zero – If the resistance is too high replace the stator.
Coil has interturn fault or short circuit to | Measure coil resistance using multimeter:
ground – Compare measured resistance to rated
resistance. For values, see chapter 3.3. If the
resistance is too low, replace the entire stator.
| Test the coil for short circuit to ground using a
multimeter:
– If a short circuit to ground occurs, replace the
stator.
| Check the brake voltage (see defective rectifier,
voltage too low).
Defective or wrong wiring | Check and correct wiring.
| Check the cable using a multimeter:
– Replace defective cable
Defective or wrong rectifier | Measure the DC voltage at the rectifier using a
multimeter.
When the DC voltage is zero:
| Measure the AC voltage at the rectifier.
When the AC voltage is zero:
– Apply voltage
– Check fuse
– Check wiring
When the AC voltage is ok:
– Check rectifier
– Replace defective rectifier
When the DC voltage is too low:
– Check rectifier
– If diode is defective, use suitable new rectifier
| Check the coil for fault between turns and short
circuit to ground.
| If the rectifier defect occurs again, replace the
entire stator, even if you cannot find any fault
between turns or short circuit to ground. The fault
may occur later during heating−up.
Incorrect wiring of microswitch Check the wiring of the microswitch and correct it.
Incorrect setting of microswitch Replace the stator and complain about the micro
switch quality at the manufacturer
Air gap too big Readjust the air gap (chapter 7.3.4)
Rotor cannot rotate freely Wrong setting of manual release Check dimension s+sLü with energised brake. The
dimension must be identical at both sides. Correct if
necessary.
Air gap sLü too small Check air gap sLü and readjust it, if necessary
(chapter 7.3.4).

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8 Troubleshooting and fault elimination i

Fault Cause Remedy

Rotor not thick enough Rotor has not been replaced in time Replace rotor (chapter 7.3.5)
Voltage is not zero when checking Incorrect wiring of microswitch Check the wiring of the microswitch and correct it.
the operation (6.2.2 or 6.2.3) Defective microswitch or incorrect Replace the stator and send the defective stator to
setting the manufacturer.
Voltage too high Brake voltage does not match the Adapt rectifier and brake voltage to each other.
rectifier
Voltage too low Brake voltage does not match the Adapt rectifier and brake voltage to each other.
rectifier
Defective rectifier diode Replace rectifier by a suitable new one.
AC voltage is not mains voltage Fuse missing or defective Select a connection with proper fusing.
Incorrect wiring of microswitch Check the wiring of the microswitch and correct it.
Defective microswitch or incorrect Replace the entire stator and return it to the
setting manufacturer.

51
 INTORQ ˘
Sales and Service
around the world
INTORQ customers can reach us at
any time and from anywhere in the
world. Our Key Account Sales Team
looks after key account customers
and project business.

In addition, we co−operate with

Lenze’s global sales organisation.
You can contact us via Lenze Service
13284675 | BA 14.0168 | EN | 3.0 | ©01.2009 | TD09 | 10 9 8 7 6 5 4 3 2 1

by calling the 24−hour helpline

(008000 24 46177).

INTORQ GmbH & Co KG

Postfach 1103
D−31849 Aerzen

Wülmser Weg 5
D−31855 Aerzen

Tel.: +49(0)515495 39−01

Fax: +49(0)515495 39−10
E−Mail [email protected]
www.intorq.de

j
setting the standard

www.intorq.de